1 data link roadmap overview mike shorthose, helios technology jorge grazina, european commission 25...
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Data Link RoadmapOverview
Mike Shorthose, Helios Technology Jorge Grazina, European Commission
25 September 2002
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Overview
Purpose of the study
Team
Approach
Conclusions of ATM application analysis
ATM application roadmap
Stakeholder input
Technical requirements
Current status
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Purpose of the study
Study to develop a roadmap for the implementation of data link services in European Air Traffic Management (ATM) study launched by Single European Sky unit of the Directorate
General for Energy and Transport (DG TREN) due for completion by end 2002
Develop plan for deployment of data link applications and technologies for ATM in Europe formulating a strategy for future implementation programmes recommending the selection of future datalink applications, based
on benefits recommending the selection of technologies, based on the ability to
support the selected applications
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Purpose of the study
Key aim is to develop a strategy that can be widely supported by all stakeholders extensive consultation with all interested stakeholders peer review of all deliverables by ANS Providers, airspace
user associations and manufacturers public workshops, scheduled for July 2002 and November
2002.
Interested parties who wish to participate in the peer review process or to receive information, are requested to register at the study website www.datalinkroadmap.com.
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Study team
Core team Airbus Helios Technology (lead) IATA Integra Sofreavia
Other partners AENA IAA LFV/Swedavia Mitre NATS University of Leiden
Eurocontrol review input expert assistance
Peer Review Group review of deliverables participation in stakeholder
workshop
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Identify ATM applications
Identify ATM applications needing communication services could be implemented within European airspace before 2015
Progressive delegation ofresponsibility to pilot
Airborne separationAirborne spacingAirborne self-
separation
Finalapproachspacing
Departurespacing
Crossingand
passing inen-routeairspace
Airbornespacing inen-route
andterminalairspace
Operationalcontext
Operationalconcept
ATMapplication
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ATM application assessment
Assess which ATM applications offer most benefit to stakeholders multi-criteria analysis benefit calculations for combinations of ATM applications
Analyse implementation constraints multi-criteria analysis for impact on ATM infrastructure impact on the timescales for implementation
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Selection of ATM applicationsOperational
context
Operationalconcept
ATMapplication
ATMapplication
Package 1 Package 2 Package 3Technical
requirements
Evolving technical requirements
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Timeline and technical requirements
Select those ATM applications which provide the best balance between benefits and implementation constraints;
Propose an initial timeline for the implementation of the ATM applications;
Provide technical requirements for the data links required to support the ATM applications in the period up to 2010 taking account of the need to prepare for a later extension of the
data link infrastructure in the period 2010 – 2015;
Obtain stakeholder endorsement of the selected ATM applications, the initial timeline and the technical requirements
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Completion of Phase 1
Results in “ATM Application Roadmap
Widespread consultation and review peer review group stakeholder workshop operators, service providers, industry represented
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Phase 2
Assessment of technologies ability to meet technical requirements cost assessment industrial impact
Derivation of technology roadmap
Community actions
2nd Stakeholder Workshop documentation to be provided by end of October expect workshop to be held in November
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Operating costs and airline profits
Airlines are incurring increasing costs and decreasing profits
All units in $ per hour Cost per hour
Ground cost of ATFM delay
Cost per additional hour of flight time
Flight deck crew 517 517 517
Fuel and Oil 543 543
Flight equipment insurance 20 20 20
Maintenance and overhaul 683 683
Flight equipment depreciation
464 464
Rentals 439 439 439
Landing charges 490
En-route charges 419
Total 3574 1440 2202
Eur/min 21.2 32.4
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High level benefits expected by airspace users
Airspace users need 4 main qualities of service: Safety Capacity Flight efficiency Cost-effectiveness
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Provision of en-route capacity
Automation of current control paradigm has short term potential but will saturate in the medium
term
Delegation of responsibility to the pilot has the potential to provide substantial increases in
capacity in en-route and remote regions
Steps development of tools introduction of spacing trajectory coordination self-separation
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En-route
Selected ATM applications for en-route region provide initial automation of current control paradigm
– 2004 – 2007: downlink of aircraft data– 2006 – 2010: automation of air/ground communication
early introduction of spacing applications– 2006 – 2010: airborne spacing, crossing and passing
leading to widespread adoption of airborne separation and self-separation
– 2011 – 2015: introduction of separation– 2013 – 2018: self-separation leading to free flight
supported by increased delivery of information to aircraft– route availability– wide range of uplink services
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ATM application roadmap for en-route capacity
Progressive delegation ofresponsibility to pilot
OC10: Airborne separation
OC9: Airborne spacing
OC11: Airborne self-separation
APP9b: Crossingand passing in en-
route airspace
APP9a: Airbornespacing in en-route
and terminalairspace
OC1: Provision of informationfrom aircraft
OC2: Enhanced communicationefficiency
OC4: Provision of information toaircraft
OC7: Dynamic route availability
Enhanced aircraft operations
Enhanced airspace organisationand management
APP1a: Enhancedsurveillance in terminal anden-route airspace, limited
additional information beingdisplayed to the controller
APP1b: Enhancedsurveillance in terminal anden-route airspace providing
a wider range of DAPs
APP1c: Enhancedsurveillance accuracy for
automation tools in terminaland en-route airspace
APP2c: Support forincreased
automation
APP2b: Strategiccontroller/pilot
messages
APP2a: Pilotpreferences data
link
APP4b: Provision of fullrange of uplink
information services
APP7a: Provision ofinformation on route
availability
APP10b: Airborneseparation in enrouteand terminal airspace
APP11b: Autonomousoperations in FFAS
APP11a: Cluster control inATC managed airspace
2004 - 2007 2006 - 2010 2011 - 2015 2013 - 2018
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Terminal and airport region
Potential for delegation more limited in terminal areas planned arrival time into terminal areas assisted by ground holding use of spacing to optimise flows on approach and
departure use of data link to provide enhanced surface
surveillance and routing
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Terminal and airport region
Selected ATM applications for busy terminal and airport regions provide automation of current control paradigm
– 2004 – 2010: increased use of downlink parameters– 2004 – 2007: delivery of strategic clearances– 2011 – 2015: automation of tactical communication
planned arrival time into terminal area– 2013 – 2018: trajectory negotiation
widespread use of RNAV routes and spacing applications– 2006 –2010: spacing including enhanced visual approaches and final
approach spacing– 2011 – 2015: departure spacing– 2013 – 2018: final approach separation
use of data link to provide enhanced surface surveillance and routing
– 2006 – 2015: enhanced IMC operations, fusion of radar data and ADS, delivery of routing information
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ATM application roadmap for terminal and airport regions
Progressive delegation ofresponsibility to pilot
OC10: Airborne separation
OC9: Airborne spacingAPP9c: Final approach
spacingAPP9d: Departure spacing
APP9a: Airbornespacing in en-route and
terminal airspace
OC1: Provision ofinformation from aircraft
OC2: Enhancedcommunication efficiency
OC3: Air traffic situationawareness
OC4: Provision ofinformation to aircraft
OC12: ATSAW on ground
OC13: ATC surveillance andA-SMGCS
Enhanced aircraftoperations
Enhanced airport surfaceservices
APP1a: Enhancedsurveillance in
terminal and en-routeairspace, limited
additional informationbeing displayed to the
controller
APP1b: Enhancedsurveillance in terminaland en-route airspace
providing a wider rangeof DAPs
APP1c: Enhancedsurceillance accuracyfor automation tools interminal and en-route
airspace
APP2d: Trajectorynegotiation
APP2c: Support forincreased automation
APP2b: Strategiccontroller/pilot
messages
APP3c: Enhancedvisual approaches
APP4b: Provision of fullrange of uplink information
services
APP10c: Finalapproach
separationAPP12c: Enhanced IMCairport surface operations
APP13c: Routing
APP13a: Fusion of currentterminal and/or surfaceradar with alternativesurveillance means
2004 - 2007 2006 - 2010 2011 - 2015 2013 - 2018
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Safety enhancing ATM applications
Selected ATM applications providing an airborne picture reducing misunderstanding in air/ground communications
Airport safety 2005 – 2006: Enhanced visual approaches 2006 – 2007: Surface enhanced visual acquisition 2006 – 2007: Runway and final approach occupancy awareness
Terminal area safety 2004 – 2005: Enhanced surveillance in terminal and en-route
airspace, limited additional information being displayed to the controller
2005 – 2006: Enhanced visual acquisition (EVA) in terminal airspace
2006 – 2007: Runway and final approach occupancy awareness
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Safety enhancing ATM applications
En-route and remote regions 2004 – 2005: Enhanced surveillance in terminal and en-
route airspace, limited additional information being displayed to the controller
2005 – 2007: Enhanced surveillance in terminal and en-route airspace providing a wider range of DAPs
2007 – 2008: Enhanced visual acquisition (EVA) in en-route airspace
2007 – 2008: Traffic situational awareness in core and transitional en-route airspace
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Oceanic and remote regions
Selected ATM applications for oceanic and remote regions Focus on supporting more efficient trajectories 2008 – 2010: Airborne separation in oceanic and remote
airspace 2008 – 2010: Basic surveillance infrastructure via ADS-B
in remote regions 2004 onwards: ATS in oceanic/remote areas
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ATM applications for cost effectiveness
Other selected ATM applications may provide cost effective alternatives to current infrastructure 2008 – 2010: Fusion of current radar and ADS-B
surveillance in terminal and en-route airspace 2011 – 2015: ATC surveillance using ADS-B in terminal
and en-route airspace 2005 – 2013: ATC surveillance using ADS-B at airports
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Stakeholder input
General stakeholder support has been received for the ATM application roadmap, although a number of issues will need to be addressed in the planning and execution of the programme implementation timescales for spacing/separation/self-
separation greater emphasis on 4D trajectory negotiation need for mandation and associated delays global interoperability higher priority for strategic air/ground communication
These issues to be addressed during Phase 2
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Relationship to JAFTI
JAFTI: Joint User Requirements Group (JURG) ADS Fast Track Initiative (JAFTI) Extended Visual Acquisition (EVA) Improved Approach Spacing (CDTI Enhanced Flight Rules-CEFR) Approach Spacing – Time Based Separation Improved Airport Surface Surveillance and Communications Support for Improved Medium Term Conflict Detection (MTCD) and
Conflict Resolution Advisor (CORA) En-route Crossing Improved tracks (accuracy and update rate) Use of ADS-B for double or triple surveillance coverage
ATM application roadmap compatible with JAFTI applications greater emphasis on use of separation by JAFTI:
– to maintain approach rates during poor weather conditions;– to provide time-based separation on the approach.
needs earlier implementation of APP10c (final approach separation)
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ADS-B applications package 1
CARE/ASAS Activity 5: proposals for a first package of GS/AS applications
Provide a good starting point for the ATM application roadmap
More rapid progress on some ATM applications must be made if the timescales for delivery of benefits are to be met earlier use of spacing en-route need for firm proposals for introduction of separation
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ADS-B applications package 1
Provide a good starting point for the ATM application roadmap
More rapid progress on some ATM applications must be made if the timescales for delivery of benefits are to be met earlier use of spacing en-route need for firm proposals for introduction of separation
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Technical requirements
ATM Application roadmap used to derive a timeline for data link applications technical requirements to be used to assess technologies in
Phase 2 of study assessment framework developed
– ability to meet requirements
– costs
– industrial impact
– stakeholder acceptance
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Air - ground point to pointData Link Application Category
ADAP-0 D-FIS-0 ADS-C-0 ADS-C-1 ADS-C-2 CPDLC-0 CPDLC-1
ATM Applications
APP2a APP4a, APP4b
APP2b, APP7a
APP14b APP2d APP2b APP2c, APP3a, APP3b, APP3c, APP3d, APP9a, APP9b, APP9c, APP9d, APP10a, APP10b, APP10c, APP11a, APP11b, APP13c
Time Criticality
Medium Medium Low Medium High Medium High
Priority Strategic Strategic Strategic Strategic Tactical Strategic Tactical
Integrity Medium High Medium High High Medium High
Availability Medium High High High Very High
High High
Exchange Size Short Long Long Very Short
Long Short Short
Message Frequency
Low Low Low Medium Low Medium Medium or Low
Throughput Sporadic Sporadic Sporadic or
Isolated
Contin-uous
Sporadic Regular Regular or Sporadic
Timescale 2006 - 2007
2006 – 2010
2002 – 2009
2004 – 2004
2009 – 2012
2002 - 2004
2007 -2018
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Air – air point to point
Data Link Application Category
AADE-0
ATM Applications APP11a, APP11b
Time Criticality Very High
Priority Tactical
Integrity High
Availability High
Exchange Size Medium
Message Frequency
Low
Throughput Sporadic
Timescale 2013 - 2018
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Air – ground broadcast
Data Link Application Category
ADAP-0 ADAP-1 ADS-B-A0 ADS-B-A2 ADS-B-S0 ADS-B-S1
ATM Applications
APP2a APP1a, APP1b, APP1c
APP1d APP1e, APP14a
APP13a APP13b
Time Criticality
Medium High Very High Very High Very High Very High
Priority Strategic Tactical Tactical Tactical Tactical Tactical
Integrity Medium Medium Medium High Medium High
Availability Medium High High Very High High Very High
Exchange Size Short Very Short Very Short Very Short Very Short Very Short
Message Frequency
Low High High High Very High Very High
Throughput Sporadic Continuous Continuous Continuous Continuous Continuous
Timescale 2006 – 2007
2004 – 2007 2008 – 2010 2011 – 2015 2007 – 2009 2006 – 2013
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Ground - air broadcast
Data Link Application Category
TIS-B-0 TIS-B-1 TIS-B-2 D-FIS-0
ATM Applications
APP3b, APP3c, APP3d
APP9a, APP9b, APP9c, APP9d
APP10a, APP10b, APP10c
APP4a, APP4b
Time Criticality
Very High Very High Very High Medium
Priority Tactical Tactical Tactical Strategic
Integrity Medium High High High
Availability High High Very High High
Exchange Size
Very Short Very Short Very Short Long
Message Frequency
High High High Low
Throughput Continuous Continuous Continuous Sporadic
Timescale 2005 - 2008
2006 - 2009 2008 - 2015
2006 - 2010
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Air-air broadcastData Link Application Category
ADS-B-A0 ADS-B-A1 ADS-B-A2 ADS-B-S0 ADS-B-S1
ATM Applications
APP3a, APP3b, APP3c, APP3d
APP9a, APP9b, APP9c, APP9d
APP10a, APP10b, APP10c, APP11a, APP11b
APP12a, APP12b
APP12c
Time Criticality
Very High Very High Very High Very High Very High
Priority Tactical Tactical Tactical Tactical Tactical
Integrity Medium High High High High
Availability High High Very High High Very High
Exchange Size Very Short Very Short Very Short Very Short Very Short
Message Frequency
High High High Very High Very High
Throughput Continuous Continuous Continuous Continuous Continuous
Timescale 2005 – 2008 2006 – 2009 2008 – 2018 2006 – 2007 2007 - 2009